Brake apparatus for railway and other vehicles



Feb. 28, 1928.

H. ANDERSON BRAKE APPARATUS FOR RAILWAY AND OTHER VEHICLES Filed Oct 4 Sheets-Sheet 1 Izacnfir r 4 N w Km Mb bk aha m a j Feb. 28, 1928.

H. E. ANDERSON BRAKE APPARATUS FOR RAILWAY AND OTHER VEHICLES Filed 061;. l. 1921 4 she ets sheec 2 Feb. 28, 1928.

H. E. ANDERSON BRAKE APPARATUS FOR RAILWAY AND OTHER VEHICLES Fi led oct- 1. 1921 4 Sheets-Sheet s F eb. 28, 1928.

H. E. ANDERSON BRAKE APPARATUS FOR RAILWAY AND OTHER VEHICLES Filed 001;. 1. 1921 4 Sheets-Sheet 4 which operates Pate d F b, 2g 1 I 1 umra HARLEY e. ANDERSON, or CHICAGO, ILLINOIS, ASSIGNOR TO THE annnns o ir RAKE I APPLIANCE COMPANY, or CHICAGO, ILLINOIS, A CORIIORATIONOF ILLINOIS;

BRAKE APPARATUS Eon RAILWAY AND OTHER 'vEHIcLEs.

Application filed October 1,1921. seria natoaas.

This invention relates to brake apparatus,

[that is especially adapted for railway vehicles, and has for objects to provide a simplified hand operated railway brake apparatus I in harmony with the air brakeequipment, andwhich, under normal and even subnormal operating conditions will develop braking power not less and even reater than that developed by the airbrake 1 gquipment, with the result that railway and other vehicles equipped with brake appara- [tus constructed in accordance with the inven tionare provided with reserve braking power that is amply suflicient in extreme emergencies and a total failure of the air brakes. The invention is further characterized by the "pro 7 vision of an improved connecting means interposed between the brake levers and the '20 hand brake staff, which eliminates the necessity for wrapping a chain around-the brake,

staff, as commonly employed and insures adequate movement of the stall to develop; the

high braking power'provided by the leverarrangement of the invention, without anyv danger whatever of jamming or in any way retarding the operation of the hand brake 'stafi'. I l I In addition to the general objects recited '30 above, the invention has for further objects such other improvements or advantages in construction and operation as are found to obtain in the'structuresand devices herein after described or claimed.

part ofthis specification and showing, for purposes of exemplification, a preferred form and manner in which the invention may be embodied and practiced, but without limiting the claimed invention specifically to such illustrative instance or instances:. I

Figure 1 represents a diagrammatic plan view of a United States standard steel frame railway box car equipped with railway brake apparatus constructed in accordance with the present invention; I I

Fig; 2is adetailed elevationalview of the lower portion of the brake staii" showing a part of the improved connection means of the invention;

Figs. 8 and 4 are respectivelyside elevatom planviews of said sheave;

fthe same 1' entirely adequate in case of.

In the accompanying drawingsfforming a tional and vertical sectional views of; the

brake staff 1 Figs; 5 and Bare respectively Fig. 7 is a horizontal section'jo taken on the line 7-7 ofFig. 3;

Fig. 8 is an enlarged horizontalsection 01 I of the connecting endless chain member If the sheave'showing the mode o ffeng'ag'ement therewith Fig. 9is an end elevational view'ofthe parts illustrated in Fig. 8; Fig. 10 1s an enlargedfside elevation of the connection means' of 'the invention and g Fig. 11 1s a plan} viewof the same.

of the drawings.

I The same char -factersfof reference designate" the same parts' m'each ofthe'several views" In its presentembodiment, the invention 3.

is applied to a' United States standard steel frame railway box car ineonjuncti nlv itli' standard parts. of 'air' br'ake'equipment "and with other parts of; standard type; 'Fonco'n venience the present description. will b e'confined to the present llustrative embodiment of t ven i h bmh wever, is. a obviously capable of other valuablegappli'cations, forexarnple, to other railway rolling stock; hence the scope of the' in'vention -is not confinedito the specific use specific embodimentherein described as an illu'straf .tlve embodiment; I

' The accompanying drawings illustrate'pby way of example, views ofa United State's standard steel frame railway'boX car,the

center sills 11, said sills being braced byt'he The air brake equipment,lllustrated ini the drawings includes parts of standard type, and embodies In its' construction an frame of which is constitutedoftheusuah.

air brake cylinden and reservoir; 19 secured to the underframe of the car. The'push rod. 5100 at 22 tothe cylinder lever 23,-,the'latter be ingri the Present ss it f a s irerpcx 21 of the air brake cylinder 'l9'is pivoted supported by the car under'frame. At its extreme end from the pivotal point 22, the

' cylinder lever 23 is pivotally connected at 25 to theinner endof the top connection 26 which-extends'to the truck at one .end of the ,car. At its truck endythe said top connection v26 is pivotally connected at 27 to one end-of the brake shoe or live trucklever 28.

wheels,-and is also pivoted a'tits end 32 opposite to the pivotal connection27,to a con- L beam of the other. pair of beams. Theend The latteris pivotedbetween its ends at 29 to'the usualbrake beam ofone pair of necting link 33. The other end of this'co nnectinglink 33 is pivoted at 3 to oneend ofthe brake shoe or dead truok lever 35, said brake shoe or dead truck lever being pivoted between its ends at 36 in a yoke of the brake 1 of the dead truck lever opposite-to the i of the cylinder, and such movement of the pivot point 34 is fnlcrumed, shown at 40.

The brake beams actuate pairsof brake shoes in theusual manner to apply brakingpower to the truckwheel s during operation of the =airbrake equipment. hen air enters the cylinder 19, the push rod 21 is pushed out a push rod 21 is accompan-iedby a movement leverl28 'whicli inturn pushes thebottom conof the "cylinder lever 23 which pulls the top I connection toward thetransverse center of the car,gthereby pulling'tthe live brake shoe ne ctio'n 33 and the dead brakeshoe lever to set'thebrakesagainstgthe wheels. Brake ing i power is applied. concurrently to the v wheels of the truck at the other end lof the car and with the same outward movement of r the push 'rod 21.f o For this purpose, the :cen-

ter connection 4:3:haslone end pivoted at 1% v under and between the ends'of Ithecylinder lever 23 and the [other end pivoted zit to and betweenthe. ends of a transmitting lever I 5L6. that i 's fulcrum edat 47 on a bracket supported bygthefcar' under rmme p a According to thefpresent embodiment of thef'inventioii, the fulcrum point 47 of the transmitting lever 46 is reversed withrespect to that employed in-standardpractiee. The

freeend of the lever 46ispivoted at 49 to v i the innerend of the other top connection 50;

and'lthe latter extends to and is pivoted at "51 ftotthe live lever 28 of the brake parts 0'1":

,one of thetrucks. As the rod 21'is pushed out of the'cylinder by the air, the cylinder lever 2apu11s on therod 43,1which in turn pulls the lever-46 and thetop connection 50 to transmit brake, powerto the wheels of the truck in like manner to that concurrently applied to the wheels of the other truck. In

practice the variousglevers and connections are proportioned so that on application of air to {the brake cylinder 19, substantially I equalbrakingpower is concurrently'applied 1 'to both trucks at opposite ends'of the car.

The present 1 invention comprehends the provision of a simplified "and improved brake apparatus which, on operation of a hand brake, such/as the'ordinary brake staff,- will, under normal or even subno'rmal conditions apply a braking power to the wheels.

of the trucks not less than that of the air 79' braking equipment in the manner aforesaid, and which will operate in harmony w th I the air braking equipment, that-is to say, 111

' dependently oi the air braking equipment, so

that application of braking power by the 7 air cylinder 19 will not affect the directly operated manual parts of the hand-operated section of the brake apparatus.

A floating power augmenting lever 52 is supported by the car under frame. "Oneend ofthis lever 52 is pivotally connected 53 i with the top connection'26 and by a yield-e ing connection such as the chain 54L, which forms a part ofsaid'top connection 26, with the point of pivotal connectionbetween. the 85 cylinder lever 23 randfthe top connection26.

.Between its ends at the point 55, the floating lever 52 is connected by a link 56 with the fulcrumed lever 46. The points ofconnec '7 tlon of said link 56 with both said levers 52 f and 4l 6-are so positioned as to providelong' arms of said levers 52 and 46 that are both located on the same side of the link5 withthe result that the floating leVcr52, functions as a power augmenting lever, and the lever 46 reason of the reversal .vo'li' its fulcrum; point, as hereinabove mentioned, functions as a power reducing lever for transmitting power; to the top connection 50.-, The end. ot the lever 52 opposite to, its connection 1% point 53 is pivotally connected at-6ll to a y elding member, such as the chain 62, and vthe latter isconnected at with end of he hand brake rod 64. I

l The extreme forward :end of said hand -ilo5 brake rod .64 is provided with a link which formsonelink of an endlBSSL chain -1nember 66,] the inner end of. which passes;

end which'enters a ;bearing; provided in 12% the bottom of the br'acket'FO. The outer end,

of the aforesaid chain 66 engages the sheave '73 and the sheave is especially constructed to provide a positive non-slipping engage-l ment of-the chain 66, with-'the resultthat the brake staff may be; operated to applyits.

braking power efiicie'ntl'y, without damage of jamming, until'the'brakes are firmly clamped against the wheels.

: As shown, particularly in FigsJS aud t), 136 l V the inner the chain 66 is constituted of links 76 which I planeahd ot'altere nately arranged-links'TTZ; which travel ina t The sheave -73.is provided v *binationftruck levers at opposite endsot element,'and betweenfsa-id vhand.operated brake element and-saidtruck levers, said power/connections.including-a travel in a horizontal verticalnplane'. with a horizontal annular. groove 78 to receive the'horizontal links of the chain66, and also with a plurality instance 4-, recesses or sockets 79, the inner walls-of which are arrangedperpendicularly is provided between to and intersect the annular. groove 78. As shown in Figs. 7 and 8, abutments 80 are formed at the opposite ends of each socket '7 9, and, in passing around with-the sheave 73 the vertical spectively enters the abutments 80 and are ping while, at the same time, the horlzontal links pass into the horizontal groove 78. With this construction, a positive connection the sheaves 73 and the chain 66 so that all of the power developed on the hand wheel of the sheave is transmit- 66 to the hand brake links 77 of the chain resockets 7 9 between the rod 64.

, With the above described connections from i the hand brake to the brake beams andshoes, on application of a normal braking power to the hand 69. a greatly augmented braking power is transmitted through the levers 52 and 4:6 to the top connections'26 and 50, this braking j power being not less than that transmitted to these connections on application of the air brake. The normal bra mg power of an air brake for freight cars is approximately,

60% ot the light weight of the car. 'By' means of a power augmenting mechanism constructed'in acordance with the presentinvention, the braking power of the wheels may be readily augmented to and beyond 100% of the light weight of the car. The

application of a normal brakingipowertothe of the hand brake wheel, for. example an application of forty-five pounds opposite sides braking power to the opposite sides of the hand brake wheel, will a braking power on the stantially 100% of the'light weight of the car. Consequently a braking power equal to 60% of the light weight of the car can'easily brake shoes of subbe obtained by the application of even less than the normal braking power to the opposite sides of the hand brake wheel. Moreover the improved hand brake construction in accordance with the invention operates in entire harmony with the air brake equipment, thatis to say, the arrangement'prevents the transmission ofpower from the air brake cylinder to the hand brake wheel, consequently there is no danger of injury toa trainman who might be in the act of applying the hand brake at the same instant that the engineer has applied the air brakes.

The invention as hereinabove-set forth is embodied in a particular form of construcof, in the present thus held against slip brake wheel on the brake staff cluding the brake cylinder,

ultimately result in nections interposed power connections interposed single power augmentinglever and, a power transmitting lever and a slngle link connecttionbut may be vari'ously; embodied within :thescope of the claims hereinafternamed.

hi" commg said levers, and an endless. chain interp vposed'between said power augmenting lever and said hand operated brake element, whereby power may be directly transmitted from said hand operated brake element to said power augmenting .lever' when the brake is applied;

2. In ara-ilway bination withthe air brake mechanism which includes the brake. cylinder, the brake shoe levers and the lever and rod connections from the brake cylinder to saidbrake shoe levers: a" hand-operated brake element, power connections interposed hand operated. brake element and said brake shoe levers, said power connections includ-" ing .a single floating power augmenting lever and a power transmitting lever operatively vconnected thereto, chain interposed between brake apparatus, in combetween said and an endless said power augmenting lever and said hand operated brake element, whereby power may be I directly transmitted from said hand operated brake i element'to said power augmenting lever independently of .power applied from said brake'cylinder.

i 3; In a-railway'brake apparatus, in commechanism in.-. y

levers, and the lever and rod connections I bination with the air brake V the brake shoe from'the brake cylinder to said brake shoe levers; a brake stafi, a sheave carried there- .byand having a plurality of grooves and recesses therein, a power .connect1on s .interposed, between said brake .staii and. said brake shoe levers,fsaid power connections in'-' eluding a single. power. augmenting lever and a power transmitting lever and a'single 'llIlk connecting said levers, and an endless chain connected tosaid power augmenting lever and passingover said sheave,

the links i of said chainjbeing adapted to successively enter the grooves and recesses in said sheave to eiiect a driving connection therewith,

.wherebypower may 12o be instantly transmitted from said brake staflL' to said power augmenting independently of 4-. In a railway said brake cylinder. brake apparatus, comprislever and said]brakefshoe levers ingin combination: an air brake system, a

hand operated brake element, power conated brake element and the brake shoe levers operated by said air brake'system, said power between said hand oper- I connections including a floating oWer aug- 5 sheave carried by said hand operated brake element and having grooves and recesses eooperating with the links of said endless chain to effect a driving engagement, and

a flexible connection interposed between said 1 mechanism, Where power augmenting lever and said air brake 1 by power may be directly transmitted from said hand operated brake 7 element to said brake shoe levers independ-- ently of said air brake-system.

In testimony whereof I'have herelinto set 1 my hand.

' IRHVARLEY E. AQND RSONQ 

